Motor vehicle transmission with a power take-off

ABSTRACT

A motor vehicle transmission including an input shaft (AN), an output shaft (AB), a power take-off (1) and a hydraulic pump (2). The hydraulic pump (2) serves to supply the motor vehicle transmission with hydrodynamic working pressure. The power take-off (1) has a power take-off gearwheel (1A). The power take-off gearwheel (1A) is connected to the hydraulic pump (2) in order drive the hydraulic pump (2).

This application claims priority from German patent application serialno. 10 2019 219 048.0 filed Dec. 6, 2019.

FIELD OF THE INVENTION

The invention relates to a motor vehicle transmission with a powertake-off.

SUMMARY OF THE INVENTION

Motor vehicle transmissions with power take-offs are already known assuch, for example from DE 10 2016 212 209 A1 or DE 10 2008 033 434 A1.

In DE 10 2016 212 209 A1 a PTO gearwheel is supported by a bearing andcan rotate on a stator shaft. Furthermore, a pump support in the form ofan intermediate wall is provided.

Power take-offs are available in drive-dependent, clutch-dependent ormotor-dependent versions. Drive-dependent power take-offs, for example,supply the hydraulic system of dual-circuit steering systems withworking pressure, so that rolling vehicles can still be steered when theprimary system has failed due to an engine failure. Clutch-dependentpower take-offs are suitable for short-time or long-lasting operationwhile driving or at rest. Motor-dependent power take-offs differ fromclutch-dependent power take-offs in that in the case of motor-dependentpower take-offs there is a direct connection to the driveshaft (as arule the crankshaft) of the drive motor of the vehicle, which bypassesthe vehicle clutch or the torque converter, so that such power take-offsare permanently connected mechanically to the driveshaft. Typical fieldsof use for power take-offs are auxiliary aggregates which are to bepowered by a motor vehicle, such as high-pressure pumps forfire-engines, canal high-pressure flushing and suction vehicles, earthaugers, concrete mixers and concrete pumps.

SUMMARY OF THE INVENTION

The purpose of the present invention is to improve upon the prior art.

This objective is achieved by the measures indicated in the claims.

According to these a motor vehicle transmission with an input shaft, anoutput shaft, a power take-off and a hydraulic pump is proposed. Withthe power take-off a further drive output on the transmission isprovided in order to be able to drive equipment external to thetransmission. The hydraulic pump serves to supply the motor vehicletransmission with hydraulic working pressure. In particular, by means ofthe hydraulic pump transmission shifting elements for the transmissionare actuated hydraulically. In particular, the hydraulic pump isaccommodated inside the transmission. Thus, the pump is part of thetransmission. the power take-off comprises a power take-off gearwheelfor force-transmission. The power take-off gearwheel is preferablysupported coaxially relative to the input shaft, and rotatably.

In this case the power take-off gearwheel with the hydraulic pump isconnected to the drive input in order to drive the hydraulic pump. Thus,the hydraulic pump is driven by the power take-off gearwheel. Forcetransmission for driving the hydraulic pump takes place by way of thepower take-off gearwheel. In this way the drive output to the pump isintegrated in the power take-off gearwheel. So the power take-offgearwheel fulfills a double function: on the one hand it serves fortransmitting the force delivered by the power take-off and on the otherhand it serves to transmit force to the pump. For example, runninggearteeth or chain gearing or some other drive option for driving thepump (such as a pin connection, a key connection, a press-fit for a pumpwheel, etc.) can be provided. A further design option is for the pumpwheel to be entrained directly by the power take-off gearwheel. Thus,the drive input to the hydraulic pump can be of simple design.

The input shaft of the motor vehicle transmission serves to introduce adrive input torque into the transmission itself. The drive input torqueis produced by a drive motor and is transmitted by way of the driveshaftof the motor to the input shaft. Correspondingly, the input shaft isdesigned in particular to be drive-connected to the drive motor.Typically, the drive motor is in the form of an internal combustionengine or an electric motor. A drive aggregate for driving the inputshaft can comprise both an internal combustion engine and an electricmotor.

The output shaft serves primarily for delivering the drive input torque,modified by the transmission, from the transmission. In that way anappropriately increased or reduced drive torque can be provided fordrive wheels or caterpillar tracks of the motor vehicle. Accordingly,the input shaft is in particular designed to be drive-connected to aconnection shaft leading to the drive wheels or caterpillar tracks ofthe motor vehicle. As is known, during overdrive operation this forceflow can be reversed.

The power take-off has in particular a power take-off shaft. To that,the aggregate to be driven by it can be coupled. Thus, the powertake-off shaft is also designed for coupling to an external aggregateintended to be powered by the power take-off shaft. For example, forthat purpose the power take-off shaft has an appropriate connectingflange. In particular, the power take-off shaft extends laterally out ofthe transmission housing. The power take-off shaft can extend paralleland laterally offset relative to the input shaft and/or the outputshaft. The power take-off can have a driven gear ratio step between thepower take-off shaft and the input shaft. In what follows, the means ofthe power take-off for transmitting force from the power take-offgearwheel to the power take-off shaft will also be called theforce-transmission means of the power take-off. These may for exampleconsist of a gearwheel transmission means or a chain-drive transmissionmeans. The power take-off gearwheel serves to transmit the drive forcetapped off by the power take-off, and is therefore itself a component ofthe force-transmission means of the power take-off.

Preferably, the power take-off gearwheel has a first set of teeth fordriving the power take-off and a second set of teeth for driving thehydraulic pump. Thus, by way of the first teeth force is transmitted tothe power take-off shaft and by way of the second teeth force istransmitted to the hydraulic pump, in particular to a rotatable pumprotor of the hydraulic pump. In this way the number of componentsrequired for driving the power take-off and the pump can be minimized.In particular, the teeth are made integrally with the power take-offgearwheel. Between the sets of teeth an axial distance is provided. Thissimplifies the production of the teeth from a common workpiece.

The first and second teeth of the power take-off gearwheel arepreferably designed differently from one another. In that way the forcetransmission to the hydraulic pump and to the power take-off shaft cantake place in different ways. For example, it can take place on the onehand by gearwheel transmission and on the other hand by means of chaintransmission. Consequently, one set of teeth can be designed to meshwith a gearwheel and the other set of teeth can be designed to mesh witha link chain.

Alternatively to the first and second teeth, the power take-offgearwheel can also have a common set of teeth. This then serves on theone hand for the power take-off and on the other hand for the hydraulicpump. Thus, the power take-off and the hydraulic pump are driven by thecommon teeth, for example by teeth which in each case engage in thecommon teeth. A gearwheel for the power take-off then meshes with thecommon teeth at one point and a gearwheel for the hydraulic pump mesheswith the common teeth at another point.

Preferably, the motor vehicle transmission has a (first) intermediatewall. In that case the power take-off gearwheel is supported coaxiallywith the input shaft and rotatably by the (first) intermediate wall. Inparticular the support is radial. In that way therefore, the powertake-off gearwheel is mounted rotatably on the intermediate wall. Thus,the power take-off gearwheel can be orientated precisely relative to theother force-transmission means of the power take-off. This improves therunning behavior of the power take-off gearwheel. Wear and running noisecan thus be reduced.

Preferably, the (first) intermediate wall has a tubular projection. Thepower take-off gearwheel is then supported rotatably on the projectionby means of a radial bearing arranged on the projection. In that way thepower take-off gearwheel can be guided precisely and with little wear bymeans of the intermediate wall. The projection extends in particularcoaxially with the input shaft and with the power take-off gearwheel.The projection can be made more rigid relative to the rest of theintermediate wall by means of ribs. The projection can support an innerring of the radial bearing, on which rolling elements of the radialbearing are arranged and can rotate. The roller elements can run in anouter ring of the radial bearing which is arranged on the power take-offgearwheel. Alternatively, the rolling elements can run directly againstthe power take-off gearwheel. For this, the power take-off gearwheel hasan internal running surface for the rolling elements. The outer ring canthen be omitted. The radial bearing is in particular a pure radialbearing, i.e. it does not support any axial forces. Thus, a very highload-bearing capacity can be achieved while little space is required. Inparticular, the radial bearing is in the form of a needle bearing or acylindrical roller bearing.

Preferably, the (first) intermediate wall supports the power take-offgearwheel axially in the direction of the intermediate wall. Thus, theintermediate wall supports the power take-off gearwheel not onlyradially but also at least in part axially. In that way it supports theaxial forces of the power take-off gearwheel that act in the directionof the intermediate wall. In particular, that happens by virtue of a(first) axial bearing, which is designed in accordance with the level ofthe axial forces occurring during operation.

Preferably, a thrust washer or an axial roller bearing is arrangedbetween the (first) intermediate wall and the power take-off gearwheel,for example between axially adjacent flat areas or end faces of theintermediate wall and the power take-off gearwheel. The thrust washer oraxial roller bearing is responsible for axially supporting the powertake-off gearwheel in the direction of the (first) intermediate wall.The thrust washer is in particular a plastic or steel washer.Preferably, the thrust washer is inserted when only small axial forcesare exerted by the power take-off gearwheel in the direction of theintermediate wall. In contrast, when larger axial forces are exerted bythe power take-off gearwheel toward the intermediate wall, the axialroller bearing is used.

In particular, the power take-off gearwheel has straight teeth orhelical teeth. When a thrust washer is used between the (first)intermediate wall and the power take-off gearwheel, the obliqueness ofthe helical teeth is preferably chosen such that when the power take-offgearwheel is rotating in its usual direction during operation, the axialtooth forces are directed away from the (first) intermediate wall. Theaxial tooth forces generated by the helical teeth are thus hardly at allapplied against the thrust washer. This minimizes the axial forcesacting upon the thrust washer. In contrast, when the axial rollerbearing is used between the (first) intermediate wall and the powertake-off gearwheel, the obliqueness of the helical teeth is preferablychosen such that when the power take-off gearwheel is rotating in itsusual direction during operation the axial tooth forces are directedtoward the (first) intermediate wall. The axial tooth forces generatedby the helical teeth are thus almost fully applied against the axialroller bearing. This maximizes the axial forces acting upon the axialroller bearing.

By using an axial roller bearing on one side of the power take-offgearwheel and a thrust washer on the opposite side thereof for its axialsupport, abrasive wear of the components in direct contact therewith isreduced. This results in a longer service life and higher load-bearingcapacity of the gearwheel in both load-bearing and load-free operation.The power take-off gearwheel on the first intermediate wall ispreferably supported radially between the two axial bearings. The radialroller bearing for the radial support of the power take-off gearwheel istherefore arranged axially between the two axial bearings. In that waythe power take-off gearwheel is mounted simply and in a staticallydetermined position.

In addition to the (first) intermediate wall, the motor vehicletransmission also comprises a second intermediate wall. In that case thepower take-off is in particular arranged between the first intermediatewall and the second intermediate wall. Thus, by virtue of the twointermediate walls a power take-off space for the power take-off can beformed inside the transmission housing.

The second intermediate wall preferably supports the power take-offgearwheel axially in the direction of the second intermediate wall.Thus, the second intermediate wall supports the axial forces of thepower take-off gearwheel that act in the direction of the secondintermediate wall. This takes place by virtue of a (second) axialbearing. This axial bearing can also be designed as an axial rollerbearing or thrust washer, for example as a plastic disk or a steel disk,depending on the level of the axial forces occurring during operation.Accordingly, the axial roller bearing or the thrust washer can bearranged between the second intermediate wall and the power take-offgearwheel as a (second) axial bearing, for example between axiallyadjacent flat areas or end faces on the second intermediate wall and thegearwheel.

Thus, preferably both a first axial bearing is provided in order tosupport axial forces of the power take-off gearwheel against the firstintermediate wall, and a second axial bearing is provided to supportaxial forces of the power take-off gearwheel against the secondintermediate wall. In that way the gearwheel is fitted in a floatingmanner between the two intermediate walls. Which of the two sides of thepower take-off gearwheel the thrust washer on the one hand and the axialbearing on the other hand are positioned on, depends in particular onthe direction of the axial tooth forces that occur during operation.Preferably the axial bearing on the side of the first intermediate wallis in the form of a thrust washer whereas the axial bearing on the sideof the second intermediate wall is a roller bearing.

Preferably, the vehicle transmission comprises a hydrodynamic torqueconverter on the input side. On the drive input side the convertercomprises a pump wheel and a turbine wheel. The turbine wheel isconnected to the input shaft in order to drive the input shaft. Thus,the input shaft is coupled to the converter on the drive output side ofthe latter, so that the input shaft is driven by the turbine wheel. Inthat way a higher torque can be delivered to the input shaft. The pumpwheel is preferably connected to the power take-off gearwheel fordriving the power take-off gearwheel. Thus, the power take-off gearwheelis driven by the pump wheel. Accordingly, the power take-off gearwheelis coupled to the pump wheel in a rotationally fixed manner. The powertake-off is then designed as a motor-dependent power take-off. Thus, therotational speed of the pump wheel is the same as the rotational speedof the power take-off. Force transmission therefore takes place from thepump shaft via the power take-off gearwheel, to the power take-offshaft. By virtue of the converter the motor vehicle can start offwithout wear.

The motor vehicle transmission is preferably in the form of a multi-steptransmission. It then has a plurality of selectively engaged gear ratiosteps (gears). In particular, it has a plurality of forward gears and atleast one reversing gear. In particular it is in the form of anautomated change-speed gear or an automatic transmission. In aparticularly preferred embodiment it is a multi-step transmission inaccordance with FIG. 4 of DE 10 2005 002 337 A1.

Preferably, the motor vehicle transmission comprises the aforesaidtransmission housing. The first and/or second intermediate wall servesin particular to separate spatially two spaces within the transmissionhousing. The transmission housing shields these spaces from externalenvironmental conditions, in particular such as rain, dust, spray, etc.The first and/or second intermediate wall can be in the form ofintermediate plates. The intermediate plate is, in particular, designedto be inserted axially into the transmission housing. The intermediateplate can be designed to be screwed onto the transmission housing. Thefirst and/or second intermediate wall serves in particular to supportone or more pistons (in particular hydraulic pistons) for the actuationin each case of a transmission shifting element, and/or to supportshafts of the transmission and/or to guide hydraulic fluid. Inparticular, the turbine wheel of the torque converter is supportedradially by the second intermediate wall.

Preferably, the aforesaid hydraulic pump that serves to supply thetransmission with a hydraulic working pressure is supported by the firstor second intermediate wall. For example, the pump is screwed firmly toit. The pump, or at least essential parts of the pump, in particular thepump housing, can also be let into or integrated in the intermediatewall. Ducts for conveying hydraulic fluid into and/or from the pump canbe arranged in the intermediate wall.

In a particularly preferred embodiment, the first intermediate wall isdesigned to spatially separate an inside space of the transmission froma power take-off space of the transmission. In this case the insidespace of the transmission contains the gearwheels of the transmissionfor transmitting force between the input shaft and the output shaft ofthe transmission. Thus the gearwheels serve, together with thetransmission shifting elements also accommodated therein, for theessential function of the transmission, in particular such as theengagement of gear ratios. In contrast, the force-transmission means ofthe power take-off with the power take-off gearwheel are accommodated inthe power take-off space. As already explained, these force-transmissionmeans transfer the drive power branched off by the power take-off to theoutput of the power take-off, i.e. in particular to the power take-offshaft. The inside space of the transmission is spatially separated fromthe power take-off space by the first intermediate wall. Thus, by virtueof this first intermediate wall there is a constructively clearfunctional separation of the power take-off from the rest of thetransmission. This can simplify troubleshooting and repairs, forexample. The second intermediate wall is then designed to spatiallyseparate the power take-off space from the inside space of a clutchbell. In the inside space of the clutch bell is arranged a startingclutch for the motor vehicle transmission. The starting clutch is inparticular the torque converter. The second intermediate wall separatesthe normally dry inside space of the clutch bell from the normallyoil-lubricated power take-off space.

The proposed motor vehicle transmission is in particular part of a motorvehicle drive-train. Besides the proposed transmission the drive-traincan also comprise the drive motor and/or the connecting shafts forpassing on the drive power to the drive wheels or caterpillar tracks ofthe motor vehicle. In particular, the motor vehicle is a passenger caror a truck or a powered bus, for which the motor vehicle transmission iscorrespondingly designed. Thus, a motor vehicle drive-train and a motorvehicle each comprising the proposed transmission are also proposed.

BRIEF DESCRIPTION OF THE DRAWINGS

Below, the invention is explained in greater detail with reference tofigures from which further preferred embodiments of the invention canemerge. These show, in each case schematically:

FIG. 1: A longitudinal section through a motor vehicle transmission,

FIG. 2: Part of a more detailed longitudinal section through a motorvehicle transmission.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the figures, the same or at least functionally equivalent componentsare given the same indexes.

The motor vehicle transmission shown in each figure is in the form of amulti-step transmission. Thus, it has a plurality of gear ratios thatcan be engaged.

In the upper part of the transmission shown in FIG. 1, a power take-off1 of the transmission with the associated power take-off gearwheel 1A isshown, as an example. The lower part shows as an example the mechanicalcoupling of a hydraulic pump 2 of the transmission with a torqueconverter 3 arranged on the input side of the transmission.

The transmission has a transmission housing 4. Inside the transmissionhousing 4 the spaces 4A, 4B, 4C spatially separated by intermediatewalls 5, 6 are formed. These are an inside space 4A of a clutch bellhousing of the transmission, within which the converter 3 is arranged; apower take-off space 4B in which the force-transmitting means of thepower take-off 1 are arranged; and an inside space 4C of thetransmission in which the essential elements for the various gear ratiosteps of the motor vehicle transmission are arranged, i.e. the actualtransmission itself. These spaces 4A, 4B, 4C are spatially separatedfrom one another by the intermediate walls 5, 6.

The torque converter 3 is of conventional design. It consistsessentially of the pump wheel 3A on the drive input side and the turbinewheel 3B driven hydrodynamically by it on the drive output side. Inaddition a stator wheel 3C can be provided. Between the pump wheel 3Aand the turbine wheel 3B a bridging clutch 3D may be provided. The pumpwheel 3B is coupled to a drive motor (not shown) in order to be drivenby it. This is indicated by the arrow shown adjacent thereto. Thus, therotational speed of the drive motor corresponds to the rotational speedof the pump wheel 3B. The drive motor and thus also the pump wheel 3Bhave a specified, usual rotational direction envisaged.

The pump wheel 3A is mechanically coupled to the hydraulic pump 2, sothat the pump 2 is powered by the pump wheel 3A. This coupling takesplace indirectly by way of the power take-off gearwheel 1A. The forcetransfer from the power take-off gearwheel 1A to the hydraulic pump 2then takes place by gearwheel transmission and/or chain transmission.For example, FIG. 1 shows force transfer by way of a link chain 2A. Thehydraulic pump 2 is arranged within the intermediate wall 5. For thatpurpose the associated pump housing is let into it or forms part of theintermediate wall 5. Thus, the intermediate wall supports the hydraulicpump 2.

The turbine wheel 3B is coupled to an input shaft AN of the transmissionin order to drive the input shaft AN. Thus, the rotational speed of theturbine wheel 3B corresponds to the rotational speed of the input shaftAN. The input shaft AN extends through the power take-off space 4B intothe inside space 4C of the transmission. In the power take-off space 4Bthe power take-off gearwheel 1A is mounted to rotate coaxially with theinput shaft AN.

The power take-off gearwheel 1A is drive-coupled to a power take-offshaft 1D. This can be done, for example, by gearwheel transfer and/or bya chain drive. As an example FIG. 1 shows a gearwheel transfer mode byway of an intermediate wheel 1B. The power take-off shaft 1D extends outof the transmission housing 4 and thus the power take-off space 4B. Itextends parallel and laterally offset relative to the input shaft AN andthe output shaft AB of the transmission. Thus, to the power take-offshaft 1D can be connected external auxiliary aggregates, which can bepowered by it. So, drive power tapped off from the pump wheel 3A can bedrawn by way of the power take-off shaft 1D of the power take-off 1.This is indicated by the arrow shown adjacent to the power take-offshaft 1D.

The transmission transfers the drive power applied at the input shaft ANto the output shaft AB. This is indicated by the arrow shown adjacent tothe output shaft AB. The output shaft AB, for example, is coupled viaconnecting shafts to drive wheels of the associated motor vehicle inorder thereby to propel the motor vehicle.

In the inside space 4C of the transmission are the transmission shiftingelements 8 that can be actuated by a transmission control unit 7, aswell as gearwheels and transmission shafts, for the purpose of engagingand disengaging the various gear ratio steps as necessary. Thus, thetransmission elements required for the primary function of thetransmission are accommodated in the inside space 4C of thetransmission. These elements can be designed and arranged relative toone another in already familiar ways. Preferably, they are made andarranged relative to one another in accordance with FIG. 4 of DE 10 2005002 337 A1. For more details, therefore, explicit reference should bemade to the relevant explanations in DE 10 2005 002 337 A1.

The transmission shown in FIG. 4 of DE 10 2005 002 337 A1 is inserted inthe present FIG. 1 at bottom left. In that, the transmission shiftingelements are denoted A, B, C, D and E. The arrow indicates that in theproposed motor vehicle transmission this is preferably but notimperatively used.

In the present case the power take-off gearwheel 1A is rotatablysupported radially and axially in the transmission housing 4. The powertake-off gearwheel 1A is supported radially on the first intermediatewall 5 by means of a radial bearing arranged on it. The axial supportpreferably takes place on one side of the first intermediate wall 5 bymeans of a first axial bearing arranged on it, and on the other side, onthe second intermediate wall 6 by means of a second axial bearingarranged on it. In FIG. 1 these bearings are not shown for the sake ofsimplicity.

A preferred design of the mounting system is shown in FIG. 2. FIG. 2shows part of a longitudinal section through a motor vehicletransmission according to FIG. 1, in the area of a power take-off 1 ofthe transmission.

According to FIG. 2 the mounting of the power take-off gearwheel 1Acomprises a radial roller bearing 9 and an axial roller bearing 10 and athrust washer 11. The radial roller bearing 9 is in the form of a needlebearing or a cylindrical roller bearing. It is fitted on a tubularprojection 5A of the first intermediate wall 5. The axial roller bearing10 is arranged between a shoulder of the power take-off gearwheel 1A andan end face of a tubular projection 6A of the second intermediate wall6. The thrust washer 11 is arranged axially between another shoulder ofthe power take-off gearwheel 1A and a shoulder of the projection 5A ofthe first intermediate wall 5.

The gearteeth of the power take-off gearwheel 1A used for the powertake-off 1 are in the form of helical teeth. Thus, during operationaxial tooth forces act upon the power take-off gearwheel 1A. When thepower take-off gearwheel 1A is rotating in its usual direction theseforces act in the direction toward the second intermediate wall 6. Thus,the axial roller bearing 10 is positioned there in order to supportthese relatively large axial forces against the second intermediate wall6. No axial forces, or hardly any, act toward the first intermediatewall 5. Thus it suffices to position the thrust washer 11 there. Sincethe loading of the thrust washer 11 is particularly low, it can even bemade of plastic.

The two intermediate walls 5, 6 are each made as separate intermediateplates. The intermediate plates are inserted axially into thetransmission housing and fixed therein by screws. In the assembledcondition the intermediate plates make the transmission more rigid andform part of the transmission housing 4.

In the present case the hydraulic pump 2 is also connected to the powertake-off gearwheel 1A in order to drive the hydraulic pump 2, as alreadyexplained earlier. For that purpose the power take-off gearwheel 1A hasfirst teeth for the power take-off and second teeth for driving thehydraulic pump.

According to FIG. 2 the teeth of the power take-off gearwheel 1A usedfor the power take-off mesh with the rotationally mounted intermediatewheel 1B of the power take-off 1. Axially adjacent to these first teeththe power take-off gearwheel 1A has second teeth. Compared with thefirst teeth, the second set of teeth has a smaller pitch circlediameter. The second teeth mesh with a link chain 2A for driving thehydraulic pump 2. Thus, the second teeth form chain sprockets. The pump2 is let into the first intermediate wall 5, which supports it. Thus,the second teeth are closer to the intermediate wall 5 than are thefirst teeth. On the pump side the link chain 2A meshes with a chainwheel 2C on a rotatable pump shaft 2B of the pump 2. Thus, the pump 2 isnecessarily coupled to the power take-off gearwheel 1A and is drivenround when the power take-off gearwheel 1A rotates. The pump 2 can forexample be in the form of an internal gearwheel pump.

Thus, the intermediate wall 5 supports both the pump 2 and the powertake-off gearwheel 1A. Consequently, no radial forces occur due to thedriving of the pump outside the intermediate wall 5.

In the area of the second intermediate wall 6, the power take-offgearwheel 1A is coupled to the pump wheel 3A by a coupling point 13.This coupling point 13 is for example in the form of an interlockingshaft-hub connection of the pump wheel 3A and the power take-offgearwheel 1A. In particular it is in the form of a spline or splinedshaft. Thus, at that point 13, the pump wheel 3A engages in acorresponding entrainment feature of the power take-off gearwheel 1A. Inthis case the coupling point 13 is radially inside the tubularprojection 6A of the second intermediate wall 6.

The projection 6A of the second intermediate wall 6 also serves for theradial support of the pump wheel 3A. For this a further radial rollerbearing 12 is provided, which is arranged radially between the pumpwheel 3A and the projection 6A. The projection 6A can be made more rigidwith the rest of the intermediate wall 6 by means of ribs. The sameapplies to the projection 5A and the intermediate wall 5.

The power take-off gearwheel 1A has on one side a toothed section withthe two sets of teeth for transmitting force to the power take-off 1 andto the pump 2, and on the other side a coupling section for coupling tothe pump wheel 3A at the point 13. The coupling point 13 can be arrangedradially inside the radial bearing 12. In that way the coupling point 13can be accommodated in a space-saving manner. The axial roller bearing10 is arranged on the shoulder of the power take-off gearwheel 1A formedby the taper between the coupling section and the toothed sectionthereof.

According to FIG. 2, the power take-off gearwheel 1A is made integrally,in one piece. Thus, the power take-off gearwheel 1A is made from asingle workpiece, from which the two sets of teeth are machined. Theconnection elements of the power take-off gearwheel 1A for the couplingpoint 13 can also be appropriately made from the same blank.

INDEXES

-   1 Power take-off-   1A Power take-off gearwheel-   1B Intermediate wheel-   1D Power take-off shaft-   2 Hydraulic pump-   2A Link chain-   2B Pump wheel-   2C Chain wheel-   3 Torque converter-   3A Pump wheel-   3B Turbine wheel-   3C Stator wheel-   3D Bridging clutch-   4 Transmission housing-   4A Inside space, torque converter space-   4B Inside space, power take-off space-   4C Inside space, transmission inside space-   5 Intermediate wall-   6 Intermediate wall-   7 Transmission control unit-   8 Transmission shifting element-   9 Radial bearing-   10 Axial bearing-   11 Axial bearing, thrust washer-   12 Radial bearing-   13 Coupling point-   A, . . . , E Transmission shifting element-   AN Input shaft-   AB Output shaft

1-11. (canceled)
 12. A motor vehicle transmission comprising: an inputshaft (AN), an output shaft (AB), a power take-off (1), and a hydraulicpump (2), the hydraulic pump (2) serving to supply the motor vehicletransmission with hydraulic working pressure, and the power take-off (1)having a power take-off gearwheel (1A), and the power take-off gearwheel(1A) being connected to the hydraulic pump (2) in order to drive thehydraulic pump (2).
 13. The motor vehicle transmission according toclaim 12, wherein the power take-off gearwheel (1A) has a first set ofteeth for the power take-off (1) and a second set of teeth for thehydraulic pump (2).
 14. The motor vehicle transmission according toclaim 12, wherein the power take-off gearwheel (1A) has a common set ofteeth for the power take-off (1) and for the hydraulic pump (2).
 15. Themotor vehicle transmission according to claim 12, further comprising afirst intermediate wall (5), and the power take-off gearwheel (1A) isrotatably supported by the first intermediate wall (5).
 16. The motorvehicle transmission according to claim 15, wherein the firstintermediate wall (5) has a tubular projection (5A), and the powertake-off gearwheel (1A) is rotatably supported on the projection (5A) bya radial bearing (9) arranged on the projection (5A).
 17. The motorvehicle transmission according to claim 15, wherein the firstintermediate wall (5) supports the power take-off gearwheel (1A) in adirection toward the first intermediate wall (5).
 18. The motor vehicletransmission according to claim 17, wherein either a thrust washer (11)or an axial roller bearing (10) is arranged axially between the firstintermediate wall (5) and the power take-off gearwheel (1A).
 19. Themotor vehicle transmission according to claim 15, further comprising asecond intermediate wall (6), the second intermediate wall (6) axiallysupports the power take-off gearwheel (1A) in a direction toward thesecond intermediate wall (6).
 20. The motor vehicle transmissionaccording to claim 19, wherein either a thrust washer (11) or an axialroller bearing (10) is axially arranged between the second intermediatewall (6) and the power take-off gearwheel (1A).
 21. The motor vehicletransmission according to claim 19, further comprising the firstintermediate wall (5), the second intermediate wall (6), a transmissioninside space (4C), a power take-off space (4B), and a clutch bell suchthat: gearwheels for force-transmission between the input shaft (AN) andthe output shaft (AB) are arranged in the inside space (4C) of thetransmission, a force-transmission means (1B) of the power take-off (1)and the power take-off gearwheel (1A) are arranged in the power take-offspace (4B), a starting clutch (3) is arranged in an inside space (4A) ofthe clutch bell, the first intermediate wall (5) spatially separates thetransmission inside space (4C) from the power take-off space (4B), andthe second intermediate wall (6) spatially separates the inside space(4A) of the clutch bell from the power take-off space (4B).
 22. Themotor vehicle transmission according to claim 12, further comprising ahydrodynamic torque converter (3) on an input side, the torque converter(3) comprises a pump wheel (3A) and a turbine wheel (3B), the turbinewheel (3B) is connected to the input shaft (AN) in order to drive theinput shaft (AN), and the pump wheel (3A) is connected to the powertake-off gearwheel (1A) in order to drive the power take-off gearwheel(1A).
 23. The motor vehicle transmission according to claim 21, whereinthe starting clutch (3) is a torque converter (3) of the motor vehicletransmission.